Automatic train control



Jan. 20, 1931. J. E. STIEGELMEYER Y' Y AUTOMATIC TRAIN CONTROL Filed Aug. 3, 1926 12 Sheets-Sheet l Mmmm. @www wQm mom IN VEN TOR. dab/2 E'. iegelmgyez;

A TTORNEYS J. E. STIEGELMEYER AUTOMATIC TRAIN CONTROL Jam 20, ,1931- Filed Aug. 3, 1926 12 Sheets-Sheet 2 IN VEN TOR. Jaim Ezz'ege/frrgyez;

A TTORNEYS Jan. 20, 1931. J. E. sTlEGELMr-:YER 1,789,663

AUTOMATIC ATRAIN CONTROL l2 Sheets-Shea?l 3 Filed Aug. 3, 1926 JVENTOR. Jb/m E. ZfegelmQ/er,

ATTORNEYS f 'III I N V EN TOR.

n ATTURNEY)` Jan. 2O, 1931. J. E. STIEGELMEYER' AUTOMATIC' TRAIN ycoNTRoL E 12 Sheets-Sheet 4 Filedl Aug. 3,. 1926 APPLICATION VALVE cfa/71717. Sige/1229er; BY

Jamfzo, 1931- J. E. STIEGELMEYER 1,789,563 4 AUTOMATIC TRAIN-CONTROL l Filed Aug. 3, 1926 12 Sheets-Sheet 5 ra441 f 5mi jf #TN I ATTORNEYS A TTORNEYS Jan. 20, 1931. J.E. STIEGELMEYER AUTOMATIC TRAIN CONTROL Filed Aug. 3, 1926 12 Sheets-SheetV 8 lfyj'.

Jan. 20, 1931. J, E. STIEGELMEYER 1,789,663

AUTOMATIIC TRAIN CONTROL Filed Aug. 5, 41926 12 Sheets-Sheet 10 ATT'oRNEY Jan. 20, 1931. J. E. sfu-:GELMEYER AUTOMATIC TRAIN CONTROL 12 sheets-sheet 11 Filed Aug. 3, 1926 INVENTOR. JOhnESzegelmf-yez;

ATTORNEYS 3G?. me@ ESE NN QN 12 Sheets-Sheet 12 Filed Aug.' 3, 1926 smi .www

c YYAU'roMAaIo TRAIN oolv'rn'or.

Animation; nea August 3,y ieee..v seal yim. 126,797," .s

VThe object gofmy'invention is to provide a mechanism, comprising a series'of coordinated units, by means 'of Whichthe moVe.

ment of ay locomotive orother similar load'- 5 drawing unit may be controlled bym'eanstof the engine driver. 'Y IYYamYavvare that n been provided' for accomplishingthe general track signal elements beyond `the controlfof l 1U object ofYmyY present invention, and that: some of said devices have gone into use. j

So far as Iam avvare such prior devices V.

Y -Y Fig. 8a section of one may be grouped intothree'generalclasses. j 11A system involving parts upon theen- 15 gine mechanically 'operated by contact vvithtonline 8 18 of Fig. 3;:

adjustable elements adjacent the track.Y

Y 2. Devices involving themaking ofelec-v ,A trical contacts between portions carried by.- Y the engine and portions arranged adjacent Y 20 the track. a j n t 3. Devices embodying velectricalv induction elements, some carried by? the.Y engine `and some arranged adjacent the track but not involvingy mechanical"Contact.v .f f Y'llhe'devices vcarried by theengine cause the movement'of the partsV which will control Y the movement of the engine through "the mediumof the throttle valve or brakingdevices. Y

' trical disturbances,L vibrations and clearances,

and the primary object of my pres'entfinV vention is to produce a system otmechanisms c to and under the control of magnetic'forces, andjwhich will be freefrom'disturbance lby mechanical vibrationsand which will permit provision of adequate clearances, the ar-y 5 rangement and construction being such that;

the apparatus will beitree- V:from vpossibilityj of disturbances byA varying Weather or eX- ternal electrical conditions.

yinvention. l

devices have heretofore.

.Such devices have been'Y found to loesub ject to variations iny vveatherfconditions,v elec- Y Y scale lon The accompanyingdrawingsillustrate j Y Y Fig.1 is Ya'sidcfelevatn, n'fpart'ial ver-V` ticalsection of an engine equipped with' myvv improvements; Y.

Fig. 42r is a 'plan Yof theffront truck `offann lengine'provided with said improvements; -Fig.V 3,-Fig-4 and Fig. 5 (tob'e considered Y 'v '.together) a diagrammatic sectional view'rof the elements offmy inventionwhich are car-vv Y yried by=theengine;j -e- Y@ .Y Y

Fi'gf a section on lineG-fGjOFig. 4; "Fig. 7-,a transversefsection of the'switch circuit controller; Y

4 the magnetshoes carriedby the locomotiveyfs'aid section being tra'ckandan-clevation of an adjacent signal `tovver;`f. Y

Fig.l10 a series'. ofjblocks oli' a' single track .equipped `Y f-vvith portionsofmy invention; e Q I Fig.- -11 a transverse section, ona larger diagrammatic illustration of'a i "scaleof the track-'element;f -v Y 'Fig 12 aside elevation, 1n partial *verticalV Y Y.

sectiongof the cnstructionshovvnjin Fig. 11 ;V` 75 Y Fig-113 an-y axial section of Vone of the speedv governors carried by the engine g Fig., '14 an4 elevation, inV partial verticalv section,1 of a Acommonform of machine'for' Y operatingthe tower signal Y f. Y l Fig.- 15 aV plan in Ypartial horizontal section Y oftheparts shown in Fig;14; I. `Y c 1 Fig.V 16a wiring diagram of thefparts car-Y 'ried bythe engine;` Y I Fig. 17 VVa `fra'gmentary detail,r diagraming diagram showing .thezconnections,.vvith thefline Wires of a standard signalling systemi' vof the Ymechanisms for *Y actuating. the -.s topY andV .caution-clear heads ;Fig."20

98 in seriesvvith the'track circuit.

Tk? wie? Shoes c I ,565"2` Fig. 9fajtransversesectlon of'a locomotive Y j Y:maticlin character,V to indicatertheconnection -betvvfeen thereversin'g shaftarm and element Y. Y

Y Fig'. 18 afragmentarysectiononYasmalleri 1in@l 18-418 of Fig. s; Fig. 19 amr-.119@ Y Y al ,fragmentary wiring'diagram' showing the .95.; manner of connecting the .terminalsYQv-andf by suitable brackets are two mechanisms vision being made for very slight possible y which, for convenience, I call engine shoes,V vertical' movement of each magnet in its so mounted as to be one over each rail. frame under magnetic forces, Jfor a purpose One of these shoes is at the right hand side Which will appear. Springs 53 are sufficiently of the engine and the other at the left hand stiff to support the magnets against jarring 70 and are designated in the drawings as ER and vibration.

EL, niostvc'onveniently mountedjjust in front lEachV of these stop, caution and cleari of tlieroiitwheels. Eachoftheseshoes is vmagnvetsc'arries a fingertwhi'ch engages a illustra-ted, in vertical section, in Fig.v 8,land -spring terminal which will be described later.

0 comprisesatraclg-afieted magnetZQa stopv7 The construction of the twoengine shoes 75 magnet 2l, a vfdaiti'nwiagt22,;'nd a"`is"identical"andftleefore similar parts are clear magnet 23. Each of theseelcinentslis similarly designated in both of these units most conveniently an electro-magnet, the coil ER and EL in Fig. 16. i of which is connected,vthrough 'sui'tublefcir-r -Itwillbe'madetofappear later that when cuits which will be described, witha source of one of these units is in active condition the 80 'power-'fsb that the'5-"fres'r tlieieffwill rrbe""con otl'e'r'is f inactive,' dependin g' upon the 'direc- Y s tiniously"nnignetied; 'ti'onoffmotion ofthe engine.

Magnet livers within a shell 24s`o"`asftobe The track upon which the 'engine is to I'protecteditiimthieweather;*the louerd of move and vup'o'n which its-movement is to be "20. saidfshellilyg ciosetothes'urfae'of one of""'controlled iscomposed in /general of ordi-v 85 fth'etraclr rails. liagnett) supported by a railse'ctions'll'O lof'magnetic-material. flink 525 ifro'lr'rr`o'1 ef^`a`i'r1i'ijitalever 26,' `(Figi At signal intervals in this track Iplace non- 'tle th'rarincf which y provided with; a"'II'1agnet-ic sections 71,' i; e.,-a material which is counterweight 27, said otlirfarmfn'gaging a ntflifected bymagnetic'fi'uXes, *such mate- "25 lvalve fdd Y28ffroiectd intoap'es'sure chamz`rial `for instanceI `as*manfganese steel. '90 /br'29indczirryilg avalve y30contrlling .There w-iilabeone 'ofthese^nonmagnetic pressure portsll` andl 32 andfn'exhagbkpoft @sect-ions "71 at a consiril'erable 'distance xfrom,

f'hihYl-e'ads tof'atmosple're". ""lLeading?r into and on the approach side of,"each:signal semaeresursjhmberesieengibmichuffa-train phoe'- @othersignallingfarparaws 72 (S2W "'30 line pipe T which isconted tofthef'tr'ai about lifteenYrail-lengths)andthisnon-mag `line of thefstlandardair b'ralesystei. neticsection 7l I Vwill designate Ifor *conf r'tqMfggidepcgsrefghmbo 29 ig,- vnince asthe chigh sI'Jeed-Taill".` Therewill areset cylinder vcommunicating with chan- 'lSO 10c-immediately on -the"appr0210h Sid@ 0f ber Q9through:the'rest'eted:passage V31" con `rcach slgnal Stat-lon,I be'tweenthe thigh Speed 35 nccting with yport "31. 'VVithin'cyli'nd'er:35" is rail?a and said station, a second non-'magnetic i100 a reset piston v86'nofrr'nallly urged upwardlyY by lfll 'SCCIQH 73 "WhCh :I Will auf the flow 37 toa :positiouwhereits lower end is t Speed 'm1-112 the a'rrahgement'bemg Suchthat, lfree from, but ajlgnedvbov@`1ink25- Cylsolong as the track-affected magnet 201s eng -jjidgrwg' .by 'fason Ajf its gym-@Lgion with' ergized and 1t lies over av'm'ainl trackr portion 40X' chamber aaelirough restrictedpassage 7'31 70. it'willf befmagntallr held in tSlOWeS; 5105 Y ma visage @realiza-ues :through f3?, :when poem, #but whenever his track-affected Y valve 3Q Shiftsto connect arvithea Thiais masfubpsses over a Hommage-eti@ tracks@- r ":theifmrmarnmningfposities Gevangen. twnlor 7.3, themaenetm'reatwn between A i Thgmgfofjf mgghet :21 y'is carred-Uby a the .track-affected magnet 2O and the track immer, carri-ahy afmeren fred 4o pro- -Wlll be :broken.nndfcounterwelsht -27 fno lvied 'ivith'afpistn irn a cylinder 42. Serve t0( drawthefmagnet 20 f lfWlyvfrOm the similarly, @deinem-#magnet 22 is Carried tmkangd qnt @imag-neme relatlonfabthe Seme y by 1 -fram@ Q2f-fmrrid b-y uppjstnhod 43 time-shifting--valve BO'for a purpose-which providedwitlr a piston-*fili'in'a cylinder 45, Wlube mad@ toppeaff"frames.23carri-ed` byf piston' rod '46.'pro- .f Q Y i via-edwin] amismnfzincynmdr wie; The At each-@Igual ,Station- I- PrOYlde the track cylinders 42, and 48 at their lowerf'enfds elemeQt'TEiFgS-11,42)"Winch COmPUSeS l verein Communicationweapon-32: (Figs. 3 vertlcally; movablefstopl-.head 80, a' vel 5e-anais) mid tunpfiewnus f Said cvuniers @Gally movable-saumon heed Slund-e verm@ "42;45 afrd'fiS'are iniconnnnnicatifonwith port @WHY movable Cleary heads? These' hea-,ds

""i7k right "Side-otheenginthgfpm-ptygeof which Weather-proof casing 84 ofnonemagnetic ma- Y#-125 Wlppeaf t teilfthearrangement beingfsuohthat said Each 0f .thegt,6p??Lciltinwudftclgr Vheads and their -operatingfmechanfism-s will be magnets is yieldinglysupported in its frame thoroughly protected*from weather' condiby a spring 53 which ninallv holds the magations;

' arm 93 connected by a. link 94 with an oper-y ating machine 95, the arrangementA beingA` n such that when one of these latter magnetic heads is in magnetically active' position the magnetically-active position by Ymeans of link 85,r lever 86 and link.87 connected tov the wheel 100 of an operating-machine '89' which' will be describedflatern v Heads 8.1 and 82 areconnected-bylinks 90 and 91 respectively with a bellcra'nk lever 92 carried byV a rockrshafthaving an operating Yother is out of magnetically active position,

Y adjacent block.

as willrbe made to appear'.

1n order to make surefthat anybreakage of the support forrliead will give a properr indication vto trackV supervisors, said head is placed in 'series in the track circuit of the rlh'is is accomplished, as`

indicated in Figs, 12 and 19, by providing` spring terminals 97 and springgcontacts 98 carried by head'80, saidhead Vbeing insulated,

by insulation 99y from Vthe enclosing casing l and the arrangement being such that i any.

, breakage of the support of .the head 80 which Y.

to'become'inoperative wouldy permit ya breakage ofthe track block circuitl would permit'it element 101 which carries a clutch 106 biased? to non-clutching positionv andinovable to clutching position Vby cam 107 carried by Varmature 108 of electro-magnet 109'which .is carried'by the Vcounter-weighted element 101. The element 101 also carries aninsulated Y lf1nger105 adapted, when the counter-weight Vtion-clear track element 'being connected toV is in its upper position lto :move ,terminal 1,021

away from terminal 103,'so as to break the lenergizing circuit of motor 102, rasfwill be vhereinafter more fully explained., v A' There are two of these vmachinpesfor each' track element, rod 87 ofthe stop head 80y being connected to the v'counter-weightedKelement of one machine, and rod 94,130 the ,cau-

thel counter-weighted element of the other machine as showninFig. 15.

The operation f these .machines is vas follows:

The counter-weightf101 being in* its lowy Y gravity position,`to raisestopelementrSO or caution element 81 tothe upper position,

i terminallOL will be in contact with terminal 103. Magnet 109and motor102`are imparallel in their energizinglcircuits.controlled by al single track relay, as 'will be Vhereinafter pointedout, so that,"magnet 109 being energized to cause cam .107 to force'olutoh 106 Vposit-ion.

of'speed'.'V l l I have'thei'efore incorporated linrnylap-t y z niSms, oneof which lshall call, lfv,o1 convenn Avience,the @restricted speed shallserve' to apply' the ordinary' air and thus prevent procedure'under a greater @peau v i i into frictional contact with drumf100, motor 102 will alsobe energized; and will raise f `the',counter-Weighted element' to itsupperpositionwhere linger 1.05 separates'terminal 104; from terminal 103 so as to break :the

motor circu1t,'-

the clutch 106. being retained in engagement with drum 1,00s`olong asmag--V4 Y net 109 continues to beenergized.

Vhenever a signal'is received atany'rsignalling station thezappropriate electromag'- Ynet109"\'vill.be cle-energized, thus releasing the appropriate clutch `106vandpermi tting VRestricted speed`v gbmf@ engineer, lbut vat restricted speed. Under other ab r'orma'lconditions itis desirable that an automatic stop applicationof'the brakes be provided lbut that the engineerA be Yper-k mitted,v by reasonofva special and' continuous act, to proceed buta't. a much lower rate paratus two" automatic governing' mecha' o gom-m Re and the other of which Ishall call the low speed f ythe' appropriate counter-.weight/lOl toraise the connected magnetic head ofthel associated track'element to magneticallyactive 80r Undercertain vabnormal,conditions is desirable that thetrain. be permitted to pro-1. ceed,}under ordinary'runningcontrol by the y governor LS. Theprecisel mechanical construction ofY lthese governorsl may be varied withina wide range; The fundamental characteristic ofeachmust bethat, whenever the 'engine l reaches a predetermined speed y and this particular governor is in action,l it j Init ie present drawings 'I have shown a' tion vof'each of these lgc'ivernorsis identical and 'comprisesfthe following:4 p f Y 'Secured-.tov a projectedvr endA of one of the track. shafts intona 12e provided;

'jwith a plurality of radiallypro'jected fingers .127, upon. each vof which is mounted3 VforffreeVVV a friction shoe 128 which, I' "under rotation of. the axle, will be thrown l radial movement,

brakes 1 v i particular i forml of governingf mechanism- Y j Y which readily governs movementbf the-lo-'- 110* f comotive inv eitherdirection'and at; any'dei' V v sired, speed and 1s readily! adjustable for f f different speeds. y.The mechanicallconstrucfus' radiallyV outwardly against ai frictionring Y 129fwhich is rotatably? mounted inf casing 130. Ring129 is providedat one 'point with radialfingerrll which lies -betweent-wo valve stems 132, 132, each Yof said valvestems carrying a valve' 133`norinally" seatedv by a ,y spring 134 to` close cornmuni'cationl with 'at-l Y 'mospherevfro'm a `chamber135 connected",to; v.g train-*line Tk 'Ihe compression ofsprings Y j' y145 is opened jby tween chamber 'V141 and y between tha and against the train line KAIfigree 134l may be adju'stedby an adjustable abutment 136 so as to thus determine the amount of'resistance which must be overcome by finger 131 in order to open either one of the valves 133.

Application @ahve The application valve 'comprises a caution valve chamber 140 and a stop valve chamber 141, these chambers being in connection with each other and with the train line pipe T. Leading from chamber 140 is a pipe 142 which leads to the chamber 135 of the restricted speed governor RS. Leading from chamber 141 is a pipe 143 which communicates,'through the alert valve AV and pipe 144 with chamber 135 of the low speed governor LS.

In the valve chamber 140 is a valve 145 which y controls l communication between chamber 140 and pipe 142. Similarly a valve 146 inv chamber 141 controlscommunication t chamber and pipe 143. VValve VIfnea'ns of apiston'147 in a cylinder 148' andvalve 146 is Opened by Flow of train line air pressure to and from oneend of cylinder 148, in order to actuate piston 147 in one direction, is controlled by a caution valve CV, and a stop valve SVof the same construction controls flow Vof train line air pressure to and from one vend of cylinder 150 to' actuate piston 149 in one direction. e

The constructionrof valves CVand SV is illustrated in Fig. 6. The solenoids of these valves are so wound and constructed, in a well-known manner, that even a momentary breakin the current .permits their valvesy to immediately drop. Train line p enters a chamber155and is normally blocked by a valve 156 which is normally held up to `its seat against the action of gravity air pressure by an electro-magnet 157. Whenever the circuit ofthelmagnet 157 is broken, valve 156 drops away vfrom its seat to admit train line presairy pressure Vsure tothe/adjacent cylinder 148 or 150.

Valve 156 is restored toits normally closed position by a re-energization of magnet 157 and the train line pressure which has been admitted past thev valve gradually equalizes to atmosphere through an appropriate bleed opening 158. Y r Y Valve -145 isy returned to itsnormal running-position where itcloses connection ,be-

tween chamber 140 and pipe 142 by means of 'afpiston 161 in cylinder 1672, and valve 146 is similarly returnedn to normal running position where it closes communication be- Y pipe 143, by a pistony 163 in cylinder 164. Cylinders 162 and 164'com1nunica`te with each other't-hrough ypassage 165 andthis passage communicates ythrough pipe 166 with the release valve RV. 1

, 166 and communicates The `release calce The release valve RV comprises a valve chamber 167 which communicates with pipe with atmosphere through port 168. Mounted in chamber 167 is a slide valve 169 which normally connects pipe 166 with atmosphere through port 168, the valve being normally held in this position by means ofa spring 170. The valve is held to its seat inthe usual manner by shoes and opening towards the reservoir so that there may be a'flow of'air from the engine yshoe valve cavities 29'into the release valve reservoir at appropriate times.

The alert @aloeV Y In order that-the engineer may release the brakes, following, or in conjunction with, an automatic brake application, and proceed at low speed, without necessarily coming to a dead stop, I have provided the alert valve AV which has already been mentionec. This valve comprises a. three-way'cocl; 190 which may lie in position either to lform a connection between pipes 143 and 144 or in position to form a communication between pipe 14S and atmosphere through port 191. This cock 190 is normally biased to a position which establishes communication of pipe 143 to atmosphere by means of a cam 192 on valve stem 193, said cam being acted upon by spring plungers 194. Valve stem 193 is projected out of the casing of valve AV and provided with a hand lever 195 which may be easily manipulated by the engineer, but the construction is such that the moment the gineer lets goy of this lever Vthe plug valve 190 will resumeits normal* position where Vit establishes communication between pipe 143 tive by belt 201 (Fig. 2). j Leading from the y positive side of generator 200 is a wire 202 isV and the engine connected to the coil 203 of a currentregulatorr relay 204, passing ythence byfvvire 205-to a coil '206 forming part yof an automatic lcutout relay V207, thence by wire208 to .terminali 209 of thecircuit controller C. Qooperating with terminal 209 isa terminal 210 to which` wire 211 is connected, said wirebeing connected 'at 212 with one end `of the coil` of the,V

clearimagnet23 of the rightj hand engine shoe ER, thence rby wire 213 to caution magnet22offER, thence luy-wire- 214 to the coil of the traclnaifeetedmjagnet ,20 of EB; thence by wire 215'tc the ceil'cf the stop, magnet 21 of ERT thencefby wire 216 to the coil of the track-ailected magnet of the left'engine shoe EL; :thence by Wire 217 to terminal'218 kof controller C.' Gooperating with said'terminal 218 is a terminal .Y 219 .which is connected by wire v220 withthe neg'ative'side ofthe generator.

f-nect'ed by wire 209".

Leading fr0m'terminalj210' a wire l211' 'Y Y which connects with One'end of thefcoil lof the Y wire 229 withV a low'voltage storage battery;

' the generator 200 is active Y minal 225 and pin 54 of the leftfhand stop magnet 21 is af clear magnet23 of theleft hand engine shoe EL, thence by wire; 213'io the coilv of the-left hand caution magnet 22,'thencevby wire 214: to the coil ofthe left handtrack-v.

affected' magnet`20, thence bywire 215' to the coil of the left hand stop magnet21, thence Vby Vwire 216' to tlie'coilof',theright hand track-affected magnet 20, thenceby wire 217 's vto'terminal 218'5 i This Vcircuit system 1 is identifiedA by solid lines. Arranged adjacent the pin 54' of the 1 right hand stop'magnet 21 is a spring Vterin position to be engagedby spring terminal 225'.` Cooperating with terminal 225 is a terminal 226. `Terminals 226 and 225' are connected 'by' Ywire 227; '.T'ermi? nal 226' is connected by wire 228 to 'oneend of the coil of the magnet of stop.val've SV and the other endof said coil is connected by B. 1X wire 230 .connects terminal r225Ywitha terminal 231 which forms part 'of the anto-f matic cut-out 207; f Y

'be known as the stop7 This circuit 'may circuit and is identiiied in Fig.V 16 by a dotted as follows: B, 283, 280,231', 230,225, 227, 225', 226', 228, SV,Y229, B; or when (see generator ,cirfl cuit descriptionwhich follows) as follows:

200, 202, 203, 205, 206, 269, 270, 27-1,-coil of line, 225,

225, 227, 225', 228/, 228, sv, 229, 220, 200.k

f Opposite pin 541of the right-hand cau-v tion magnet 22`isa`spr1ngtermina'l 235 and opposite the pin54 of the left hand caution l.magnet is a spring terminal V235. Cooperating with terminal 235 is a terminal 236 andi* the coil of the.V

Ter1ninals'219 and 219'r operates with a 250,' Vcooperates cooperating with terminal 235fisla terminalA 236. Terminal 236 is connected by wire 237 Wire 238 connects terminal 235 `with the terminal 231.of'the autowith terminal' 235' matic cut-outk 207 rWire 240 connects terminal 236"'with one end ofthe .coilofthe mag#` knet of the-cautionl ValveGV, the otherend oft-said coil being connected byk wire 241V with,V

wire'229 and leading thence to battery B.

f This circuit may beknown as the caution Vcircuitandis-identified by daslV lines,` as fol lows; B, 288 1 280, 281, 288,285, 285,- 287,285',-

erator is active (see generator circuit description whichV follows) ,ias follows:

' vArranged in positionY to af'of the right-hand clear -magnet 23 is a spring terminal 250, and cooperating with pinf of therlefthand lrclear,77 magnet l23 i ajspring terminal 250'.; Terminal-.250 cof-g Y i terminalg251 and terminal l, A 11x01 @V5 2451 229 B 01"," when the gen- Y. l

270, 2701,90011 of'Y Y 236, 237', 235', 236', 240, CV, 241', 229,220, 200; beengaged'by pin niinal250 is connected by wire`252with aV n terminal 253y of controller C andcooperating with this terminal is a terminal 254 whichlis-i yi connected by vwirel 255 withxonefendfof:the

'coil ofthe magnet ofthe release ValveRV, the other en d of saidgcoil,beingconnected by'- 1 `wire256 with terminal 231.1y Terminalj'250'. isconnected by the wire-252fwith a terminal f 253'of controller C, saidv terminal cooperatf ingrr witha' terminal-2541' Ywhich is electrically connected Y with terminal 254::by alwire'ir2'57; Terminal251 is connectediby a wire'258 withv battery B and .terminal 251' Ais connected by, ,i

This circuit may be known ras'the clear circuit and for convenience'lhaye identified the partwrelating to fthe right hand engineV .Y

shoe magnet by a dash-dot line andthe *partl relating to the left'hand engine 'shoefmagnet by 1a solid line, for thepurpose `ofindicating thatV when one circuitv isr in control Ythe other is notin control. AThe clear circuit through the right hand engine 'shoel'clear magnetiis B1; 288, 280,l 281', 255,RV255, 254, 258, 252;' 1

250,251', 258",I an'dthe'clear circuit through `they left hand engine 'shoe .clearrfmagnet `3,288, 280, 281', 25a-RV, 255, l2511, 257,251.17',

i Each ofthese circuits inaybesuppliedfrom the generator'200, when 280 is in contactwith f 281--as outlined above.- fl; .Y .'Ag'lhe positive side of'generator?200 is VconfV Y A nected through- 269", armature 270, y contact l271 and coil 272of.relay"207 with avwire 273 which'L leads, through positiveside (1f-battery B.; y. Y, V`Coil'206 is so proportionedas not to aiford suiicientenergytorelay 2.07 to pick up arma?. i

ture 270, vandthus, make Contact withtern'n-j resistance 27 4 to the' kio nal: 271y unless afpredetermined speed-:is ,atfl tainecl-iby'the.- generator. i

- Carried by armature 270,.;but. ,insulated Ytherefrom is a contact 28.0.r which, in the lower, position of armature .270 Contact with ter:

minal 231y and fin the upper position contacts with a terminal `281 which is electrically connested to .terminal 231 by Wire ,282. The. lcontact 1280. is; connected by :Wire 2831. Wit-11;.,the positive side .of the .battery-B between said battery and the. resistance; 274,r the. arrange., ment. being y such that. whenever. thespeed .ofi

generator 200 is'morethan'the speed permitted yby the. slow, speed governonLSthe Br mature 270 will be 'in its .upperposition and currentgenerated ,by theigenerato'rbut at the low.. voltagefmesulting. ifrom.,.resistance 27.4,

will. bedelivered to .wires 258,; r,25.6aind 2138, and wheneyenthe. generator-lspeedl-gis below the. amount stated, Contact x280 .will be in .Con-` Y tactwithtermiual 23.11andthebattery Will Y supplyicurrent `to.-..\vvires.258,256.11andi-23.8.'

. When the. engine is at rest armature 2701's in itslower; positionand .does-notic0ntaot 271... When theengine startsvupgand-,starts generator.200,coil 206 .isenergized and airmaturei270. is, therefore, .pickedaip ntothe, position. shown l,in Eig. 16, whereupon. `current storage,.batteryset-so .as ,to .Insure Charging from coil206 maylowthwugh 269, 270A and. 271 to coil. 27 2.and thence through resistance, 4 .where itbecomes ayailableto, Jcharge batf` ter v,Bandxalso to flow. through ,terminals 28,0-

an .281 and.wire.282 to termina1;231.from

whence, it is, distributed, through tl1ie ,various wires 'leadingv therefromi The1 .'Wiringin the extreme upperleftihandcorneriof Eig. 16 is.

an ordinary standard wiring ton agenerator of thepbattery when suiicientspeedsare-.obz tained, the unlettered wiringin. thei extreme upper left fhand corner-.between 204: and, 220

and, generally 'referred-toas relayg204, being,

the stand ard wiring, 4lor causing, generator 200, no' matter ywhat, its, eXtreme .speed 1:r1`,.a|.y-k be, to provide.. a, uniform voltage current.

This particular;,detail4 formsinopart of my present inventionI and ispmerelya standardy mechanism for oating thebbattery .B` .onthe Circuit.; The?A arrangement is .alsogsuohA that the movemontof termalf280, from ,terleiwL 281 to terminal .231 causes .aftemporary break Linthe circuitsofthe coils of the stopva1ve of Wiring is 'illustrated in Fig. 19. Fig. 19

illustrates five blocks oftrack, A, B, C, D and -E respectively@l but shovvstonly` `thefoperatingy machines 4which' areazfectedby the track relay :of :block C because i-Lan attempt,

Weremade .to` includeinwthis.: figure on so small a scale, all of -the operating machines and track relays` ofall of theblocks,;the iig-y ure Would be, a moss` of indistinguishable cir-v cuit lines.` It is thought however, that this figure lis a clear disclosure of the arrange,- ment. y

kThe tWorails of., eachiblocky at Vone' end are connected to theopposite sides ofthev track-battery X and the opposite ends of these rails are connected by Wires 400 With the coil401 of thetrack relay which, whenl energized, holds terminal 402 in contact With terminal 403., Assuming the track in Fig,l 19 to be an east and West track, the track relay of block C Will control-the stop `Inachine at the east end ofV blockD, the cauf tion machine at theeast endof block E, the stop machine at the West end of block B, and the caution machine at the Westend of block A. and therefore terminal; 402 is connected v, by Wire 404 Withterminals 104A of eachgof` said machines andthecoils of,Y

magnets 109 of, said fourL machines are in series 'in saidline 404 WhichA is brought back to terminal 403, ambatteryZ being'placedlin this lineat any desired point, 'Terminal 103A fot each operating machine Vispconnectedby Wire 405 with one side ofthe,k mot/or `102 .of that machine and the other side ofsaidm tor is connected by Wire 406. with Wire 404 so thatlthe motor is in parallel With thev adj acont magnet 109.`

The circuit y404Nis, therefore, a normally closed circuit when the controllingblock C is unoccupied. Terminal 402,'is heldin contootwith .towering-40B .andi-each o-rtho Connected motors 102 has sorvodiosprovouoly described, to rotate its counter-.Weighted eiement -to I -eleyated position Where vthe associ.-

ated terminal 104 hasA b een, separated ,y from terminal, 103(` so aslto disconnect the i adj a-k,

`cent motor 102 but Without de-energiZing theadjacentlrmagnet 109.' Underfthese conditions eachY stopiihead is in its, lowest po- Ston .and foaoh foloa hoed. iS, in its a lppor, position.V VWhen the frstltruck Y of af train entersublock Q it short-circuits the coil401 of this blockvr soy as to release terminal `402, thereby... breaking thoonereizioafoiiout, of the connected electro-magn tsy 10,9 l Conse quently the,cou,nter.-Weighted elements of the` stop machines, of thegtrack elementslat` a@ wetend -.of b1ok,-D ,anathema and otblock and of;the.cautioneclear machines ,at the east endof jblock E, andthe Westend-of. block Aare released, thereby 'mQYing the Qfstop?heads of they track ele? mentsat the east'end ofblock D` andv the weeendaful; Banane.caution heads of the trackelements atthe'eastend ofblock E and thewest endof kblockgAto their upper positions.l Y

. It.y should be'understood from the above descriptions that all.; 'of the operaties: maf

chines of .the track elementsV are connected in groups of the character illustratedinfFig.

19. lt should'also be understood rom'the` above that with a double ytraclrsystem the grouping will be modified ina vmanner wellknownto signal engineers. Y

Referring again lto Fig.' 191 have vindicated diagrammatically how the stop head 80 of each block is connected with one'o the rails, as indicated `on a large scalein Fig; 20. The rail 7() (which: includes 1 Handf'T3) is provided with an electrical Vgap toone end of which is connected terminal97 rand to the other end` ot which is connected the'tstop head 80.

The parts in the' various drawings` are Y shown in iforwardrunning Vpositions 'at a speed in eXcess rofthe speed determined by the restricted speed governor ES. Y

henthe engine is at rest from any cause the brakes of the brake system are applied' (unless the alert valve is vproperly held)V due to the `fact' that the train line pressure is bei ing exhausted Vto atmospherethrough the alert valve'port 191.v T his is duetor theffact that whenever 'the 1 engine speed Adrops below a point where Agenerator `2O0fcan1 produce enough current rto energize coil 206 and armature270,there is a drop o'tarmature 270 and a momentary break of fthe circuit "at 280-281,"thus permitting actuationofthe' stop valve Yand-,caution valve which thus places they air brake system under the controlY the engine shoes have descendedto.theirlowest positions.` ii-it thesame time,- however,

air has beenadmittedto' the upp'ei'l ends'fof reset cylinders 35 through their restrictedV Y ports and pistonstlhave moved'downw'ardly so as to mechanically restore track-atleeted magnets 20'totheir lowest`positions, con sequently restoring the valves 30 to thepo'- sition shown in Fig, 3 so that train` line`.pres` sure `has been readmitted.tofthe'lower 'endsv of vcylinders 42, l5 and 18 and. the ,,stop'. magnets, caution magnets and` clearqmagnets are restored tovtheir upper or nor-ir mal Arunifiing positions, i. e. thepositions which they normally Aoccupy or tend to Vocry cupy when their companiontraclraiiected magnet is vruiming over magnetic portions the track. In order tostart the engine, the l engineer must iirst shift theralert valve soy as to close port 191 and open communication between pipes 1&3 and 144 Vvand thus putfthe low speed governor LS in commission.

TWhile maintaining his hand upon'the alert valve lever 195 vliejthirows his Vengineers brake valve to full release position andethen to running position.` Stilll holding the alert tinues yt0 litt he must maintain control or the alertrvalve lever 195 until his engine attains a speed in the neighborhood or" the speedy determined by the lowl speed governor, at which time generator 200 has reached suiiicient speed to i 270 to rise and bring contact-280 into contact Withterminal 281,v whereupon' the air control lvalve 'ofthestop valve and caution V .valve CVare held upby reason of the energization ot their magnets from current, sup- ,plied by -hold lever 195v of ther alert valve until'he reachesx(at a speedfnotfexc'eeding that permitted bythe lowsprced, governor LS), the fast highispeea mii 7i, whereupon e Y 'valve levery he lopens his throttle Sandi,

Vproduce voltageenoughto `cause armature-v the generator. The engineer conso!V A i the right handV track-affected magnet "20.will Y l i i' ,be released (becauseV of the v.non-inagneti'e'` i character or" the rail 71)and itscounter v-weight will move it to its upper position and the several stop magnets, caution mag-i` nets vand clear magnets will descend toa position encei'ot'the track element.' It the engine where they will be within theiniiuv speed is verylovvthese parts will beau'to-er Jfore the low speed railis' reached butrwillbe y neticA character vof the low speed rail. "Evene if the kspeed is approximating the speed Vpervmatically restored to running position be initted by the low speedl governor LS the t' them) Y may still the Y next vtrack element TE when that track "magnets (because of the time requiredtoraise Y c be ywithin theinluence or' l 1 ,00 element is reached and it the signal'is ,cleart the yFclearhead 82'is elevated and fclear magnet 23 will bedrawn downwardly bythe magnetic flux so as to close contact between v v o5" f circuit V250, 251,A 258, 220, generator @200,

terminals 250` and 251, thus establishin'g"the:'v

274,; 283, 28o, .281, 282,256, the con 17s of ythe-'release valve RV, 255,254', 253,252,

thereby energizingthe v'magnet of they re'-y as Yto reservoir 17 5 and admit the pressurev therefromV into'cylinders162:"and7164 so vastoY earryvalves 14:5' and 146 'to th'epositionsv v"lease valveRVandfshitting v'alve`169 so, e,

connect pipe 166 with releasefvalve' y iis shown in Fig. t, thus lplacing the lpartsin condition tornei-mal running atfull speed and under the magnetic control of my apparatus.y n' 'i The eng orthe alertv'alve iirst track element should have its"cautionf ineer may now, and only now, lety go operation resulting would be that which will be 'described in connectionV with caution and stop actuations.Y

lever lf by chance the f vhead or stophead in active'positionthe As soon as the clear head has been passed l the clea'r7 circuit willA be broken at terminal:

250, magnet 17 3 will be deenergized, and valve Y l f y169 vwill bereturned to its normal running'v low that Whit-h will ,malle generato1V ll understood that, if the run s O etreet-ive, theebore-mentioned rircuit `Willbe sup- Y plied ironrbatteryB,,passing from terminal 231 to terminal 280 and thence through 233 to the battery, Theadgustment oi 20,01nav bring it into action considerably below the.

maxinnimspieed permittedby LS. cfa-inte' a appl/caon Asthe engine proceeds@alongv the `track there will be a release of thetrack-a'liected magnet eachetime one of the non-magnetic.

rail sections 7l and 73 is passed and each time the stop magnet, the,caution magnetand the clear magnet Willdescfend into positions readyto be affected by the adjacenttraek ment, beinglaestored to their. running posi-l tions automa tically in due course by the timed operation of resetv pistons li a. block ,sig-y nal be setat caution, the caution head 481 of the adjaeent trael element will have, been raisedend the corresponding clear head Will have, beenlowered Consequently, as the enOine asses this track elenient the caution magnet 22 will be ,drawn downwardly and terminal yWill be momentarily separated from terminal 236. This will break the normally, closed circuit236, 237,. 235, 236C 240, the eoil of the caution valve CV, 241, 229,

euery B, 28e, 280, 282, e 23s, 235, ums

vreleasinf-r ,momentaril vthe valve ,156 of the caution yalve andpermitting train line air.

pressureto be exhausted into cylinder 148 -soly as to act upon pistonl. The movemento'f pistonrl? totherightshifts valve 14,5 so as to,y open communlcation between train line pres.-`

sure and chamber 135 of the restricted speed governor RS. If the speed of theengine is greatery than the. maximum for which this governor is set, the friction of the. shoes 1285 thereof upon ring 129 Willfcause ingerll to ,openone' ot' the valves 1331and thus permit train .line pressure'toexhaust to atmosphere through the; port normally covered thereby, therebymaking a .service applicationtof the brakes sufficient Vto reduce the speed to the speedv for which ,the restricted speed governor, is set. As soon asthespeed-of thetrain has,` beenreduced yto thisV amount-the spring 134- Will operate to close valve 133, thus closing Y communication betweenvv train 4line pi'SSlire andatmosphere and permitting automaticrelease of. thebrakes 1n the ordinarymanner as ai result of accumulation of pressure in the trainline. The train maynow proeeed,.at

any speedless thanthat .for Whieh=the. re-k stricted speed governor RShas been set, but the moment that speed is exceeded there will be another applicationof` the brakesas. aresult of theautomatic, opening of valve-133.- StopIQ-,etcautionf and what mere slo'y'vly, ed isbe.-

y runni Lmagea V.riers when, released move fai ,rapidly to sure i llibe admi ted to Cylinder 162 so as to reur .valve 1&5 to its rnnmngpositien Where it elosescominunication between cylinder 14O and, pipe l142, ythus `cutting out the. restricted,- speed governoralnd restoring the partsto A stop application It a bleek signal,isset,atfstop? both the stop head S0 andthe caution head 81 Will be up and consequently both the fcaution magnetand the. stop magnet Willr be afteetedyy Reterringvfer the presentto tlieelle.ct.up on thestop ,magnet, it -Willlbe noted that 1 when this magnet comes Within theA 4range of 'the stopthead 80 it will be drawn-ndown Wardly. so as toseparate .terminal225 from 226; andthisivill serveto break the following t circuiti p l 226, 227, 225V', 226,', 228,. the coil of the magnet of the stop. valve SV, 229, battery BlorI 220, 200,202,203, 205,206, 269, 270,221', 272, 273, 274,), 283, 280, 281,- 282, 231, 230,A 225, Consequently the air valveot the stop valve SV will be releasedand admit pressure to the letthand side of pistonllfn), `thus moving valve 14,6 from the port ytopip'e143 andvpermitting train line pressureto be exhausted to atmosphere.through portv 191 of the, alert valve iU't-hus making a stop application of the brakesunless the engineer swings lever 195 vo rthe alertvalve into position to break communication with atmosphere andconnect pipe 143 with pipe 144, whereupon the train comes Within the control ofthe lowfspeed governonLS, subjeetzhowever to thev constant carez of theengineer because, the moment the vengineer' releases `the alert valve lever 195,' there Will be Aan immediate stop7 application thesettingof the low speed governor so far as' he` finds the track clear.

The trainis therefore under eomplete control vof the engineer so long as he lstays WithinI l the limits which have been fixed by the adjustments of thelow speed governor, but the moment he exceeds those speedsthe, control of rthe train passes beyond him. Procedure, under these conditions, however involvesthe -constantattention ofthe engineer because he l must constantly vhold the lever 195 of, the alert v valve imposition ,to preventdreet ,connection 

